EP1012401A4

EP1012401A4 - Barrier device

Info

Publication number: EP1012401A4
Application number: EP98903820A
Authority: EP
Inventors: Leo J Yodock Jr; Leo J Yodock Iii; Steven J Yodock
Original assignee: Individual
Current assignee: Individual
Priority date: 1997-01-30
Filing date: 1998-01-29
Publication date: 2002-10-23
Anticipated expiration: 2018-01-29
Also published as: EP1012401B1; AU6049098A; WO1998033984A1; CA2278232A1; ATE269447T1; DE69824606T2; CA2278232C; DE69824606D1; EP1012401A1; US5882140A

Abstract

A barrier device comprising a top wall, a bottom wall, opposed end walls, and, opposed sidewalls each including an elongated, vertically extending curb reveal connected to the bottom wall, a substantially vertically extending upper section connected to the top wall, an angled intermediate section connected at one end to the upper section, and, a substantially horizontally extending step connected between the other end of the intermediate section and the curb reveal. Each wall is formed of a resilient plastic, and the walls are interconnected to define a hollow interior which can be filled with a ballast material such as water, sand, rubber, concrete and the like.

Description

BARRIER DEVICE

Field of the Invention

This invention relates to barrier devices for traffic control,

soil erosion containment, impact attenuation and the like, and, more

particularly, to barrier devices formed of a light weight plastic having a

hollow interior fillable with a ballast material such as water, sand,

concrete, rubber and the like which can be interconnected with one another

to define a continuous barrier structure and/or connected in various

combinations to form energy-absorbing cells.

Background of the Invention

A variety of different devices have been developed for

absorbing the kinetic energy of impact of colliding automobiles, and for the

containment of forces exerted by soil or water. Highway barrier devices,

for example, are intended to provide a continuous wall or barrier along the

center line of a highway when laid end-to-end to absorb grazing blows from moving vehicles. One commonly used highway barrier is formed of pre¬

cast reinforced concrete, and is known as the "New Jersey" style barrier.

Highway barriers of this type have a relatively wide base including

sidewalls which extend vertically upwardly from the pavement a short

distance, then angle inwardly and upwardly to a vertically extending top

portion connected to the top wall of the barrier. This design is intended to

contact and redirect the wheels of a vehicle in a direction toward the lane

of traffic in which the vehicle was originally traveling, instead of the lane

of opposing traffic. See U.S. Patent No. 4,059,362.

One problem with highway barriers of the type described

above is the high weight of reinforced concrete. A barrier having a typical

length of twelve feet weighs about 2,800-3,200 pounds and requires special

equipment to load, unload and handle on site. It has been estimated that for

some road repairs, up to 40 percent of the total cost is expended on

acquiring, delivering and handling concrete barriers. Additionally, concrete

barriers have little or no ability to absorb shock upon impact, and have a

high friction factor. This increases the damage to vehicles which collide

with such barriers, and can lead to serious injuries to passengers of the

vehicle.

In an effort to reduce weight, facilitate handling and

shipment, and provide improved absorption of impact forces, highway barriers have been designed which are formed of a hollow plastic container

filled with water, sand or other ballast material such as disclosed in U.S.

Patent Nos. 4,681 ,302; 4,773,629; 4,846,306 and 5, 123,773. For

example, the '302 patent discloses a barrier comprising a container having

a hollow interior filled with water, and having fittings for coupling one

barrier to another to form a continuous wall. The container structure is

formed of a resilient material which is deformable upon impact and capable

of resuming its original shape after being struck. Longitudinally extending,

spaced traction spoiler channels are said to reduce the area of potential

impact and thus the tendency of the vehicle to climb the walls of the barrier

and vault over it into the opposing lane of traffic.

The '629, '306 and '773 patents noted above were invented

by the present inventor and represent further advances in deformable

highway barrier designs. The first two patents disclose barriers which

comprise a longitudinally extending container made of semi-rigid plastic

which is self-supporting, and has a predetermined shape which is

maintained when filled with water, sand or other ballast material. Such

devices are connected end-to-end by a key insertable within grooves formed

in the end walls of adjacent barriers. Interconnected fill openings are

provided which permit adjacent barriers to be filled with water or the like

when laid end-to-end. The '773 patent discloses an improved barrier having

sidewalls formed with vertical indentations in order to assist in maintaining

the structural integrity of the container, and to create internal baffles for

dampening movement of water or other fluid within the container interior.

Interlocking male and female coupling elements are formed on opposite end

walls of the barrier to facilitate end-to-end connection thereof.

Additionally, the base of such barrier is formed with channels to permit the

insertion of the tines of a fork lift truck therein for handling of the barrier,

and these channels also provide for drainage of water and the like along the

ground from one side of the barrier to the other.

Despite the improvements in highway barrier designs noted

above, problems nevertheless remain, particularly in controlling the

tendency of a vehicle which strikes the barrier to "ride up" or move

vertically upwardly along the barrier sidewall toward the opposite lane of

traffic. Additionally, the means conventionally employed for

interconnecting adjacent, deformable barriers may not be adequate in

certain instances, and can result in separation of adjacent barriers

particularly upon impact with relatively large and heavy vehicles. Summary of the Invention

It is therefore among the objectives of this invention to

provide a barrier device for use as a highway barrier or other energy

absorbing structure which is easily transported and handled, which resists

upward movement of a vehicle or other object therealong upon impact,

which resists separation when laid end-to-end, which can be permanently

positioned at a particular location, and, which is economical to purchase

and install.

These objectives are accomplished in a barrier device

comprising a top wall, a bottom wall, opposed end walls, and, opposed

sidewalls each including an elongated, vertically extending curb reveal

connected to the bottom wall, a substantially vertically extending upper

section connected to the top wall, an angled intermediate section connected

at one end to the upper section, and, a substantially horizontally extending

step connected between the other end of the intermediate section and the

curb reveal. Each wall is formed of a resilient plastic, and the walls are

interconnected to collectively define a hollow interior which can be filled

with a ballast material such as water, sand, rubber, concrete and the like.

One aspect of this invention is predicated upon the concept of

reducing the tendency of the tires of a vehicle to ride up along the sidewall

of the barrier upon impact, which could result in the vehicle vaulting over the barrier to the opposing lane of traffic. This is achieved with several

features of the barrier design herein. First, the curb reveal is preferably

about nine inches in vertical height measured from the bottom wall of the

barrier, appreciably higher than prior designs, which assists in redirecting

the tires of a vehicle upon impact therewith back toward the lane in which

the vehicle was originally traveling. The horizontally oriented step

extending between the curb reveal and the angled intermediate section of

the barrier sidewall adds strength and reinforcement to the curb reveal to

maximize its ability to redirect the path of vehicle tires.

The angulation and construction of the intermediate section

of the barrier sidewall also assists in resisting upward movement of

vehicles therealong. Upon impact with the tires and/or bumper of a

vehicle, the intermediate section deforms or buckles inwardly, toward the

interior of the barrier, creating essentially a pivot point about which the

upper section of the barrier sidewall can move. The upper section pivots

or buckles in a generally downward direction, toward the bottom wall of

the barrier, and into engagement with the tires and/or bumper of the

vehicle which has impacted the barrier. This tends to force the vehicle in

a downward direction, back onto the pavement, instead of over the top wall

of the barrier. As such, the overall objective of keeping the vehicle in its own lane of traffic instead of the opposing lane is achieved by the barrier

of this invention.

Another aspect of this invention is directed to structure for

maintaining the adjacent barriers interconnected with one another, and, if

desired, in a permanent position with respect to the surface on which the

barriers are placed. This is obtained with several structural features of the

barriers herein.

In the presently preferred embodiment, the intermediate

section of each sidewall is formed with a number of stabilizers, each

including a base and a pair of opposed sides. A throughbore is formed in

the barrier extending from the base of each stabilizer and through the

bottom wall. At least one of these throughbores receives a stake or other

anchoring device insert-able into the ground or other surface upon which the

barrier rests in order to maintain the barrier in a fixed position thereon.

Preferably, the base of each stabilizer is co-planar with the step in the

barrier sidewall to provide additional overall strength to the sidewall and

the curb reveal.

With respect to the structure for interconnecting adjacent

barriers, each end wall is formed with a slot which is alignable with the slot

of another barrier. When placed end-to-end, the slots of adjacent barriers

collectively define a locking channel which receives a coupler extending therebetween to interconnect the two barriers together. The locking

channel and coupler are generally shaped like a barbell having cylindrical

ends which permit pivotal movement of one barrier device relative to

adjacent ones. Additionally, a pair of hollow sleeves are located within the

barrier interior which extend horizontally between the opposed sidewalls.

A strap is extended between the sleeve of one barrier, and the sleeve of an

adjacent barrier, and then tightened down to urge the barriers together and

provide additional resistance to separation of adjacent barriers in the event

of an impact. Lastly, one of the opposed end walls of each barrier is

formed with a recess and the other with a mating extension so that when

connected end-to-end the extension of one end wall is inserted into the

recess of an adjacent end wall for further resistance to disengagement or

lateral displacement.

Description of the Drawings

The structure, operation and advantages of the presently

preferred embodiment of this invention will become further apparent upon

consideration of the following description, taken in conjunction with the

accompanying drawings, wherein:

Fig. 1 is a perspective view of the barrier of this invention; Fig. 2 is a plan view of the barrier depicted in Fig. 1 , with

a second barrier shown in phantom at one end;

Fig. 3 is a side view of the barrier of Fig. 1 ; and

Fig. 4 is a perspective view of two barriers connected end-to-

end.

Detailed Description of the Preferred Embodiment

Referring now to the Figs. , the barrier device 10 of this

invention comprises a top wall 12, a bottom wall 14, opposed end walls 16,

18, and, opposed sidewalls 20, 22 which are interconnected to collectively

define a hollow interior 24. In the presently preferred embodiment, each

of the walls 12-22 are formed of a semi-rigid plastic material chosen from

the group consisting of low density polyethylene, acrylonitrile or butadiene

styrene, high impact styrene, polycarbonates and the like. These plastic

materials are all inherently tough and exhibit good energy absorption

characteristics. They will also deform and elongate, but will not fail in a

brittle manner at energy inputs which cause other materials to undergo

brittle failure. The surfaces of these types of plastic materials are

inherently smoother than materials from which other barriers are typically

constructed, therefore creating less friction and reducing the likelihood of

serious abrasion injuries to vehicles and/or passengers who may come into contact therewith. Additionally, materials of this type are unaffected by

weather and have excellent basic resistance to weathering, leaching and

biodegradation. Additives such as ultraviolet inhibitors can be added

thereto, making such materials further resistant to the effects of weather.

They also retain their mechanical and chemical properties at low ambient

temperatures.

When using the barrier device 10 of this invention as a

highway barrier, the hollow interior 24 is preferably filled with a "ballast"

material such as water or other liquid, or a flowable solid material such as

sand, concrete and the like. For this purpose, the walls 12-22 of barrier

device 10 have a thickness in the range of about one-eighth inch to one inch

so as to perform satisfactorily in service. The barrier device 10 is

preferably in the range of about six to eight feet in length, and, at the wall

thickness noted above, has a weight when empty of about 80 to 140 lbs.

When filled with a liquid such as water, the overall weight of the barrier

is in the range of about 1400 to 2200 lbs. Flowable solid material such as

sand and the like increase the weight of barrier 10 further.

For ease of understanding and discussion of the principal

aspects of this invention, the various structural elements of the barrier

device 10 are described below in relation to their collective performance of

a particular function of the barrier 10. As noted above, these functions include the ability of the barrier 10 to better redirect and control the upper

movement of a vehicle upon impact therewith, and, the ability to resist

lateral separation of adjacent barriers 10 when they are joined end-to-end

to form an essentially continuous wall or when they are arranged.

Control of Vehicle Movement

The control of vehicle movement upon impact with the barrier

device 10 of this invention is achieved primarily by the material with which

the barrier 10 is constructed, and the configuration of its sidewalls 20 and

22. Because both sidewalls 20, 22 are identical in configuration, only

sidewall 20 is described in detail herein, it being understood that the

sidewall 22 is formed with the identical structure and functions in the same

manner.

The sidewall 20 includes a substantially vertically extending

curb reveal 26 which extends from the bottom wall 14 to a horizontally

extending ledge or step 28 best shown in Fig. 1. Preferably, the curb

reveal 26 has a vertical height of nine inches, measured from the bottom

wall 14 upwardly, which is at least two inches greater than the curb reveals

of other highway barrier devices, such as disclosed, for example, in my

prior U.S. Patent No. 5,123,773. The horizontal extent of the step 28 is

preferably on the order of about 1 ^lΛ inches measured in the direction from the outer edge of curb reveal 26 toward the hollow interior 24 of barrier

device 10.

Extending upwardly at an acute angle from the step 28 is an

intermediate section 30 which terminates at a vertically extending upper

section 32. The upper section 32, in turn, extends from the intermediate

section 30 to the top wall 12 of barrier 10 which is formed with a pair of

fill holes 33 preferably having a diameter in the range of about 3-4 inches.

In the presently preferred embodiment, a number of stabilizers 34 are

integrally formed in the intermediate section 30, at regularly spaced

intervals between the end walls 16, 18. Each stabilizer 34 includes a base

36 and opposed sides 38 and 40. As best seen in Fig. 1 , the base 36 of

each stabilizer 34 is coplanar with the step 28 and is supported by an

internally located support 42 shown in phantom lines in Fig. 3. The sides

38, 40 of each stabilizer 34 taper inwardly, toward one another, from the

base 36 to a point substantially coincident with the uppermost edge of

intermediate section 30 where the upper section 32 of sidewall 20 begins.

In the presently preferred embodiment, a throughbore 44 extends from the

base 36 of one or more of the stabilizers 34, through the internal support

42 and out the bottom wall 14 of barrier 10. One or more of these

throughbores 44 receive an anchoring device such as a stake 46, shown in

phantom in Fig. 3, which can be driven into the ground or other surface upon which the barrier device 10 rests to secure it in an essentially

permanent position thereon.

Enhanced control and redirection of the path of a vehicle

impacting the barrier device 10 of this invention is achieved with the

above-described structure as follows. The increased height of the curb

reveal 26 of sidewall 20, e.g. , nine inches compared to seven inches or less

for conventional barriers, is effective to engage and redirect the tires of a

vehicle toward the lane in which the vehicle was traveling instead of in a

direction toward the barrier 10 or the opposing lane of traffic. The curb

reveal 26 is strengthened and reinforced by the presence of the horizontally

extending ledge or step 28 and the stabilizers 34.

In the event the vehicle tires nevertheless extend above the

curb reveal 26 upon impact, the intermediate and upper sections 30 and 32

are designed to resist further upward movement of the vehicle therealong.

While the stabilizers 34 in intermediate section 30 function to add rigidity

and stability to the overall barrier 10, the intermediate section 30 is

nevertheless designed to at least partially collapse inwardly or buckle in

response to the application of an impact force thereto. The extent of

inward motion of buckling is controlled, at least to some extent, by the

diameter of the fill holes 33 in the top wall 12. When the barrier interior

24 is filled with water, for example, the impact of a vehicle with a barrier sidewall 20 or 22 causes such water to displace from the area of contact.

Some of the water is forcefully discharged from the interior 24 through the

fill holes 33, and the amount of such energy displacement is dependent on

the diameter of the holes 33. The greater the diameter, the greater the

amount of water displaced, and, hence, the more the barrier sidewall 20 or

22 is permitted to buckle. It has been found that a fill hole 33 diameter of

about 3-4 inches, noted above, is optimum wherein sufficient buckling of

the sidewalls 20, 22 is permitted for the purposes described below without

permanent damage to the barrier 10 upon impact with a vehicle. In the

presently preferred embodiment, when the intermediate section 30 buckles

inwardly, a pivot point is created about which the upper section 32 can

move in a generally downward direction. Consequently, the tire and/or

bumper of the vehicle is impacted by the upper section 32 of barrier device

10 and urged downwardly, back toward the pavement or ground along

which the vehicle was traveling. This substantially prevents the vehicle

from vaulting over the top of the barrier 10 and entering the opposing lane

of traffic. Despite such movement of the intermediate and upper sections

30, 32 in response to impact, the material from which barrier device 10 is

constructed allows such sections 30, 32 to return to their original shape

after deformation. Resistance to Barrier Disengagement

Another general aspect of the construction of the barrier

device 10 of this invention involves a number of elements designed to resist

disengagement of adjacent barrier devices 10 and 10' when they are

arranged end-to-end to form an essentially continuous wall. Two barrier

devices 10 and 10' are depicted in Fig. 4, which are identical in structure

and function. The same reference numbers are therefore used to identify

like structure, with the addition of a " ' " to the numbers associated with

barrier 10' on the right-hand side of Fig. 4.

Each end wall 16 of barriers 10 is formed with an internally

extending recess 48 near the bottom wall 14, which receives an outwardly

protruding extension 52 formed on the end wall 18 of an adjacent barrier

10. The upper portion of end wall 16 is formed with a slot 56, and the

upper portion of end wall 18 is formed with a slot 58. Each slot 56, 58 has

an inner, generally cylindrical-shaped portion 59 and a narrower,

substantially rectangular-shaped portion 61 at their respective end walls 16,

18. The slots 56, 58 extend from the top wall 12 downwardly to a point

near the juncture of the upper section 32 and intermediate section 30.

When two barrier devices 10 and 10' are oriented end-to-end,

with the end wall 16 of one barrier 10 abutting the end wall 18' of an

adjacent barrier 10' , the slots 56, 58 collectively form a barbell-shaped locking channel 60 shown in Fig. 4 and also depicted in phantom at the

bottom of Fig. 2. This locking channel 60 receives a coupler 62 having

cylindrical ends 64, 66 and a rectangular center section 67, which is

removably insertable therein and extends substantially along the entire

length of the locking channel 60. The cylindrical ends 64, 66 of coupler

62 pivot within the correspondingly shaped cylindrical portions 59, 59' of

slots 56, 58' , so that one barrier device 10 can be pivoted with respect to

an adjacent barrier 10' to assist with alignment thereof, and to allow the

barriers 10, 10' when placed end-to-end to follow curves along a particular

highway or other location where they are placed.

Additionally, a pair of hollow sleeves 68 and 70 are located

within the hollow interior 24 of barrier device 10 and extend between the

sidewalls 20, 22. A portion of both sleeves 68, 70 is located in the

intermediate section 30 of each sidewall 20, 22, and extends partially into

the upper sections 32 thereof. The two sleeves 68, 70 are positioned in the

spaces between the three stabilizers 34 formed in the sidewalls 20, 22, and

provide added internal support to the barrier 10 so that it retains its shape

when filled with a ballast material.

Each of the sleeves 68 and 70 define a pass-through hole or

channel 72 adapted to receive the tines of a forklift truck to permit handling

of the barriers 10. Moreover, a strap 74 (see Fig. 4) can be extended between the channel 72 of sleeve 68 in one barrier 10 and the channel 72

of sleeve 70' in an adjacent barrier 10' , and then tightened down, to urge

such barriers 10, 10' together and provide additional resistance to

disengagement of adjacent barriers 10, 10' . It is believed that the

combination of: (1) the extension 52 - recess 48 connection; (2) the coupler

62 and locking channel 60 engagement; (3) the straps 74; and, (4) the

stake(s) 46 or other anchoring device secured within the throughbores 44

noted above, collectively provides improved resistance to disengagement

between adjacent barriers 10 compared to prior barrier designs.

Additional Features

In addition to the foregoing structural elements of the barrier

device 10, a drain hole 76 is formed along each of the end walls 18 and 20

thereof near the bottom wall 14 to allow passage of water and the like from

one side of the barrier device 10 to the other. Water or other flowable

material is introduced into the hollow interior 24 of the barrier device 10

via the fill holes 33 formed in top wall 12. These fill holes 33 can also

receive the post of a sign or the like (not shown) extendable into the barrier

interior 24. As shown in Fig. 2, a post boot 78 is formed at the bottom

wall 14 of barrier 10, in alignment with each fill hole 33, to receive and

support the post of a sign inserted through the fill hole 33. Preferably, the top wall 12 is formed with an elongated channel 80 leading to each fill hole

33 to allow for the flow of rainwater into the hollow interior 24. The top

wall 12 is also formed with an internally extending seat 82 which is adapted

to mount an internal light fixture (not shown) for illuminating the barrier

device 10 from the inside. The details of such lighting construction form

no part of this invention and are thus not discussed herein.

While the invention has been described with reference to a

preferred embodiment, it should be understood by those skilled in the art

that various changes may be made and equivalents substituted for elements

thereof without departing from the scope of the invention. In addition,

many modifications may be made to adapt a particular situation or material

to the teachings of the invention without departing from the essential scope

thereof. Therefore, it is intended that the invention not be limited to the

particular embodiment disclosed as the best mode contemplated for

carrying out this invention, but that the invention will include all

embodiments falling within the scope of the appended claims.

I claim:

Claims

1. A barrier device comprising:

a bottom wall, a top wall, opposed sidewalls and opposed end

walls interconnected to collectively define a hollow interior adapted to be

at least partially filled with a selected material;

each of said sidewalls including a substantially vertically

extending curb reveal connected to said bottom wall, a substantially

vertically extending upper section connected to said top wall, an angled

intermediate section connected at one end to said upper section, and, a

substantially horizontally extending step connected between the other end

of said intermediate section and said curb reveal.

2. The barrier device of claim 1 in which said curb reveal is

formed with sufficient vertical height to alter the direction of the tires of a

vehicle upon impact therewith.

3. The barrier device of claim 1 in which at least said

intermediate section of each sidewall is formed of a deflectable material,

each of said intermediate sections being effective upon impact with a

vehicle to deflect toward said hollow interior and cause said upper section

connected thereto to pivot in a direction generally toward said bottom wall.

4. The barrier device of claim 1 in which said intermediate

section of each sidewall is formed with a number of stabilizers, each of said

stabilizers including a base and a pair of opposed sides, said sidewalls

being formed with a throughbore extending from said base of each

stabilizer through said bottom wall, at least one of said throughbores

receiving an anchoring device adapted to be driven into the surface upon

which said bottom wall rests.

5. The barrier device of claim 1 further including a pair of

hollow sleeves extending between said opposed sidewalls, each of said

sleeves defining a pass-through hole adapted to receive the tine of a fork-

lift truck.

6. The barrier device of claim 5 further including a strap

extendable within said hollow sleeve of one barrier device and within the

hollow sleeve of an adjacent barrier device, said strap being capable of

being tightened to urge said adjacent barrier devices together end-to-end.

7. The barrier device of claim 1 in which one of said end walls

is formed with a recess and the other of said end walls is formed with an

extension mateable with said recess.

8. The barrier device of claim 1 in which each of said end walls,

and a portion of said top wall, is formed with a slot, said slot of one end

wall of a first barrier being alignable with the slot of an end wall of a

second barrier, said barrier device further including a coupler insertable

within said aligning slots to interconnect said first and second barriers.

9. The barrier device of claim 1 in which said top wall is formed

with at least one inlet extending into said hollow interior for filling said

hollow interior with a flowable material, said top wall being formed with

a channel for directing water falling thereon into said inlet.

10. The barrier device of claim 1 in which a post boot is mounted

to said bottom wall within said hollow interior and in alignment with said

at least one inlet, said at least one inlet and said post boot being adapted to

receive and support the post of a sign.

11. The barrier device of claim 1 in which said hollow interior is

formed with internal drain channels extending between said curb reveals of

said opposed sidewalls to permit the passage of water from one side of said

barrier to the other.

12. A barrier device comprising:

a bottom wall, a top wall, opposed sidewalls and opposed end

walls interconnected to collectively define a hollow interior adapted to be

at least partially filled with a selected material;

each of said sidewalls including a substantially vertically

extending curb reveal connected to said bottom wall, a substantially

vertically extending upper section connected to said top wall, an angled

intermediate section connected at one end to said upper section, and, a

substantially horizontally extending step connected between the other end

of said intermediate section and said curb reveal;

said intermediate section of each of said sidewalls being

formed with a number of stabilizers, each of said stabilizers including a

base and a pair of opposed sides, said sidewalls being formed with a

throughbore extending from said base of each stabilizer and through said

bottom wall, at least one of said throughbores receiving an anchoring

device adapted to be driven into the surface upon which said bottom wall

rests.

13. The barrier device of claim 12 in which said base of each

stabilizer is coplanar with said step of said sidewalls.

14. A barrier device comprising:

a bottom wall, a top wall, opposed sidewalls and opposed end

walls interconnected to collectively define a hollow interior adapted to be

at least partially filled with a selected material;

each of said sidewalls including a substantially vertically

extending curb reveal connected to said bottom wall, a substantially

vertically extending upper section connected to said top wall, an angled

intermediate section connected at one end to said upper section, and, a

substantially horizontally extending step connected between the other end

of said intermediate section and said curb reveal;

a pair of spaced, hollow sleeves located within said hollow

interior and extending between said opposed sidewalls, each of said hollow

sleeves defining a pass-through hole adapted to receive the tine of a fork lift

truck.

15. The barrier device of claim 14 further including a strap

extendable through said pass-through hole and being adapted to attach

within said pass through hole of another barrier.

16. An apparatus for forming a barrier wall comprising:

a number of individual barrier devices, each of said barrier

devices including:

(i) a bottom wall, a top wall, opposed sidewalls and

opposed end walls interconnected to collectively define a hollow

interior adapted to be at least partially filled with a selected material;

(ii) each of said sidewalls including a substantially

vertically extending curb reveal connected to said bottom wall, a

substantially vertically extending upper section connected to said top

wall, an angled intermediate section connected at one end to said

upper section, and, a substantially horizontally extending step

connected between the other end of said intermediate section and

said curb reveal;

one of said end walls of each barrier device being formed

with a recess, and the other of said end walls being formed with an

extension mateable with said recess whereby said extension of one barrier

device can be connected to the recess of an adjacent barrier device.

17. An apparatus for forming a barrier wall comprising:

a number of individual barrier devices, each of said barrier

devices including:

(i) a bottom wall, a top wall, opposed sidewalls and

opposed end walls interconnected to collectively define a hollow

interior adapted to be at least partially filled with a selected material;

(ii) each of said sidewalls including a substantially vertically

extending curb reveal connected to said bottom wall, a substantially

vertically extending upper section connected to said top wall, an

angled intermediate section connected at one end to said upper

section, and, a substantially horizontally extending step connected

between the other end of said intermediate section and said curb

reveal;

said end walls of each barrier device, and a portion of said

top wall thereof, being formed with a slot, said slot in one end wall of one

barrier device being alignable with the slot in an end wall of an adjacent

barrier device to form a locking channel;

a coupler insertable within said locking channel to

interconnect said adjacent barrier devices.